Engine.



L. W YGODSKY.

ENGINE.

Af LGATION FILED DEL'` 2b, 1915, 1 1 1 4,211 7. Patented Dat. 20, 1914.

2 SHEETS SHEET LZ.

UMTED STATES LEON WYGODSKY, 0F REW Y'BK. itl'. Y., ASSIGNOR T0 WYGODSKY ENGINE 00mm, 0F NEW YORK., N. Y., A CORPORATION 0F DELAWARE.

PATENT OFFICE,

ENGIBTE.

Application mee Decembe; ze, 151:3.

T1, ull :flutti if muy fumer-2L.'

le itknown l' at I- Llaox 'voonsv. a suhjert of iisei'iar of ilnis i. und a lrident ofASe-vv York. in the Pouilly of .Yew York and N'ate of Xen' Yon-h ln-:ve invented reltain new andi useful im;` orenlents in .Engines. of whieh the followanjg is asp; iiieatioln v invention relates to improvennentsin enginesn and rtieularl v to improvements in en ine beds or ftnnes. engine traine or hed hei-ein illustrated :ind described is pnrtienlnrl): intended for in ternall eoinbnstion engines. ,of the singleaet.in;r type. but is .likewise af- )ted for other types of engins, inelljdinjN lr eotnpirssors, vat-num pumps. and "water pumps.

M v invention. rmiprises a imitanv bed structure comprising side members ennneeted-inte "rallj; atone eno only and ron-- neeted'at theother end b v means ofrldjustment rods whereby the' said side 'members may he sprung? more' or less. to lai-,ing them into exaet'lelativef fuisiiiopiis.v

ilfy invention fnrther,v comprises a -eon- .struetion .Qheieigi "theA engir ey der formed integrz'i'llj; i tiiesccid s le niemlnss. these s .-Lxeinlu. m being 'con ,eeled at one end thronghthe cylinder and being: eonnerted :zt the other end' b v adi ment rods `as: previousl v d zsted.

My invention.further eomprises an en line frame rornpri inf n east- :netal mrxin frame member iff LL'ffrrrnand rolled. forgedor pressed tension 'inemhe wnieh tension members further serve as supports for a suitabletraveling crane- I ()ther featuresvof my invention will be pointed out hereafter.

The ohjeets .of my invention am to incrensethe strength and dern-ese the weight and 00stof engine frames. particularly frames which afrezequired to withstand ex- ('essi ve shoeks: to reduce loss (lne to warped enstingxsto provide an engine frame so rona-trueted that. even though warped in the easting. it ma): be dmwn into eorreet form, to provide nn engine 'frange wherein tenvsien stlrsses are taken by rolled. pressed.

or forged members. to provide in connection with the engine f :une a convenient support for a Suitable hoist` to provide improved Specimtion of Letters Patent.

The improved Patented Oct. 20, 1914.

seria; ne. 303,393.

l enfine rame whieh, fo: its weight and is tronger thnx: any other flames heretofore nseiis iesY expensive to east and machine, and which is neat in nppeanlnee.

l will now' proi'tet': to dvrlile Inj. invenlion with ifea-nee to the aeeompznrvin;v drawings. and will then point cutthc novel features in claims'.

In the drawings: Figme 1 shows n .side elevation of :in engine frrnne embodying my invention; Fig. i. an end viewI thereof. the cylinder hea-.l being;r omitted as not beine, in :r strirt sense. :x part of the engine flame. Fig. 3 shows n front elevation of the engine frame. Fig. l shows a ventral .longitudinal ventiral section of the. engine frame.; and

Fig. 5 shows :t top `view of that famme. l 1g. shows a side elevation of the rear portion of the engine with eylinderl'head. valve j fe r bracket in place thereon, and 7 `shows n top view'of the same parts. Fig. 'S shows n side elevation ofthe front portion o' the engine. and shows the hoist in plsec on. the longitudinal tensionlnembers of the frame. Fig. 9 is.: frmitelevation of the en;` vie with the hoist in p laee thereon. Fig. 2U is a eentml longitudinal vertical section of the front portion ot the engine-:nid ofthe. hoist- Fig. Il is a detail top' view of the removable valve gcnrbraCket. A

The engine frame shown in the drawings comprises a east mainframe member 1 havf ing formed. as 1 part of it, the engine cylinder 2t said frameieoinprising also longitudinal tension rods3 and transverse dist ance or adjustment rods 4 and 5- The member 1 is rear through the cylinder 2. The frontportions of these sidcs `are connected only through the distnnce rods 4 and 5- This frame 1 carries the bearings 6 for a suitable erank shaft 7- The engine frame shown is for :i horizontal engine, andY is provided, at front and rear. withf upwardly extending` the longitudinal tension rods 3 pass. These tension rods 3 are provided with screw threaded nuts 9, 9, and 10, 10. The transvelse tie bars 4 and 5, which. also pass. through suitable holes at the tops of the strutsS and at the lower front portion of the frame. are provided with similar screw nutsl 11. In the ease of engi ne .frames which provide two bearings forja crank shaft, the' of U-form comprising sides connected :it the struts, S` through suitable apertnresin .vhielrto warp during cooling. As a result, it is frequently found that a casting is too badly warped for use, and even when the casting is sufficiently true for use excessive machining is often required because of warping. Cast iron, the usual material of engine frames, though usually regarded as rigid, is not absolutely so,- and is capable of slight flexure through members of considerable Jlength. The sides of the reast member 1 of .my engine frame being connected only inthe rear, it is possible, by means of the distance rods 4 and 5, and the screw nuts 11 thereon, to 'draw said sides into correct relative relation, even though the casting be considerably Warped.

It -is Well known that internal combustion engines subject their frames to excessive shock; and for this reason the frames of such engines, particularly of large internal combustionl engines, are usually extremely massive in construction. It will be apparent that in an engine frame such as shown .in the drawings, a large part of thev stress due. to the operation of the engine is taken bythe members 3,- which, because they are formed from rolled, forged or pressed steel bars, and are at a considerable distance from the center of effort, are well able to withstandgreat stresses. Because these members 3lof the frame take a large portion of the stress, the cast member 1 of the frame may be relatively light without sacrifice of strength.

The attachment ofthe valve gear. parts to the engine bed or frame is often a matter ofeon'siderable difliculty, involving the machining of a number of surfaces. According to my invention, for this purpose I pro` vide the engine bed 1, at its rear end, and to one side' of the cylinder 2, with a rearwardly projecting boss 12, designed to be flush at its end with the end of thel engine cylinder 2. In faci ofi this end ofthe engine bed, the end of t e boss 12 is faced olf at the same time that the end of the cylinder 2 is faced olf, and with the same setting of the facing tool. It is then easy to secure to this boss a suitable bracket 13, (Figs. 6, 7 and 11), this bracket 13 providing bearings and supports for the cam shaft and various other parts of the valve gear. I also provide frame meniber 1 with other bosses 121 and 122, flush with the end of the cylinder 2, and which therefore are faced off at the same time that the engine cylinder2 is faced off, and with the same setting of the facing tool. Boss 121 is for connection of an air duct, not shown, leading to the air admission valve of the cylinder head; air for the cylinder being drawn,

through a duct 123, from the interior of the frame, the frame serving as a muiller for the air intake. Boss 122 is provided for connection to the engine frame of a water pipe to supply cooling water to a jacket of the engine cylinder.

It is often necessary to remove the connecting rod, crank shaft, and piston of an engine such as shown in the drawings, and as these parts are exceedingly heavy, in engines of ordinary size, and as these parts are more or less inaccessible, the removal of these parts is often a very difficult task. I have found that the tension members 3 of my engine frame provide a particularly convenient support for a hoist tofacilitate the removal of these heavy parts of the engine, and in Figs. G, 7, 8 and S) I have illustrated such a hoist 16, resting on these tension members 3; the said hoist comprising side members 1T connected by distance rods 18 and provided with saddles 19 adapted to rest upon the tension members 3 and to slide therealong,'said `tension members 3 constituting ways for the hoist. The hoist itself may be of any suitable construction, and in the construction shown comprises a shaft 20 supported in bearings in the side members 1T, and carrying a worm wheel 21 with which a worm :22 engages as shown. '1"he shaft 20 is also provided with suitable sprockets 23, over which suitable hoisting chains 24 may-pass. I have shown in Fig. 1() one of these chains as provided with a suitable shackle 25 for convenient connection to the arms of the crank shaft 7 It will be apparent that the hoist located as shown in Figs. 1 and 4, is ver7 conveniently located for the lifting or lowering of the crank shaft. It will be apparent that this hoist, when moved backward somewhat along the tension members 3, will be equally convenient for lifting the connecting rod or for lifting the piston as the latter is slid out of the engine cylinder; also 'for lifting off the rear cylinder head 3; for which purpose the rods-3 extend-somewhat to the rear ofy the rear struts S, so that the hoist may be mounted on such rearward extensions.

The engine is provided with the usual side shaft 26 driven from the crank shaft 7 by gears 27 and 28, and having near the front of the engine bed, a bearing 29, as is usual. At its rear said side shaft has bearings in thebracket 13, removably secured to the bo-ss '12, previously referred to. This bracket 13, besides having bearings for the shaft 26, has other bearings for various other portions of the valve gear. 1V hile I have illustrated a particular valve gear (described and illustrated more fully in my companion application docket No. 4210-) I do not deem it necessary to illustrate and describe this valve gear fully herein, as any suitable valve gear might be used so far as die. present invention is concerned. Since the main portions of the valve gear are carried by the removable bracket 13, and since the side shaft 26 may he made in tivo parts, connected by coupling 30 (Fig. G), or other equivalent construction permittingr ready attachment or detachment of the valve gear cams carried by the bracket 13 from the front portion of that shaft 26, the valve gear is very readily removed from the engine by the removal of the bracket 13, and is very radily asmhled, and since this bracket 13 is @cured to the engine frame, rather than to the cylinder head 31, the cylinder head may be removed or renewed, when required, Without dismounting the valve gear. In many of the present internal combustion engines, the valve gear is supported, in large part at least. by the cylinder head. The cylinder head is the portion of the engine which is most apt to require removal from time to time and which not infrequently is injured to such an extent as to require renewal. When the valve gear is supported in large part on the cylinder head, fitting a new head involves, not only the fitting of the head to the cylinder, but also the fitting of the valve gear to the cylinder head; and in many engines this is an exceedingly dillicult and expensive operation. Since in my engine the valve gear is supported by a bracket secured to the engine frame, instead of to the cylinder head, removal and replacement of the cylinder head is effected without disturbing the valve gear. Moreover the fixing of the valve gear bracket to the bed makes possible the machi of the seat for that bracket on the bed, an makes possible precise location of the bracket, thus permitting interchangeable manufacture of these parts; Whereas when the valve gear bracket is carried by the cylinder head, the litting of the valve gear must be done after the cylinder head is in place; and exact inl terchangeability is difficult to secure.

The engine cylinder, 2, in the particular construction shown in Fig. 4, is designed to receive a liner Within which the piston of the engine will work, the space between the cylinder and liner constituting the usual cylinder cooling jacket. As such liners are in common use in large engines I do not deem it necesmry to illustrate the liner herein, or the particular means of connectine.r such liner to the engine cylinder.

What I claim is:

1. An engine frame of approximately U- Jform, the sides of the U integrally'connected at the rear and provided with a distance rod connecting them at the fronti.

2. A combined engine frame and engine cylinder of general U-form provided at its rear end with an engine cylinder constituting an integral portion of the frame, the

' sides of the U being connected at the rear through such engine cylinder and being` provided vvith a distance rod connecting their front ends.

3. An engine frame comprising a frame member of general U-form, the sides of the U integrally connected at one end and being connected by a distance rofl at the other end, said sides provided at front and rear with projecting struts, and tension members connecting said struts.

4. An engine frame of approximately U- form, the sides of the U integrally connected at one end, and a screw rod extending through apertures of the sides at the other end and provided with a nut whereby said sides may be drawn into proper position.

5. An engine frame of approximately U- form, provided at one end with an engine cylinder constituting an integral portion of the frame, and a screw rod passing through apertures in said sides near the other end of the frame and provided with a screw nut whereby said sides may be drawn into proper position.

6. An engine'frame comprising a frame member of general U-form, the sides of the U integrally connected at one` end. said sides being provided, near the base of the U and near the ends of the sides, with projecting struts, and longitudinal tension members connecting the front and rear struts.

7. An engine fraaie comprising a frame member of general U-form, the sides of the U being integrally connected at one end. said sides being provided, near the base of the U and near the ends of the sides with projecting struts, longitudinal tension members connecting the front and rear struts, and a transverse rod connecting the front- Sltn fra engine me comprisi y a frame member of general U-form. the Sides of the U integrally connected at one end. said sides being provided, near the base of the U and near the ends of the sides with projecting struts, longitudinal tension members connecting the front and rear struts, a transverse rod connecting the front struts, and another rod connecting the sides of the. U near the bases of the struts.

9. A horizontal engine framecomprising sides connected te each other and provided at front and rear with upwardly projecting struts, tension rods connecting such struts and a hoist mounted on said rods and movable thereahfng. the said rods constituting Ways for the hoist.

10. A horizontal engine frame comprising a horizoutzl frame member of general U form provided at one end with an engine cylinder constituting an integral portion of the trane. the sides provided with upwardly amending* struts. longitudinal tension meunier: connecting said struts, the

frame being open from the front of the cylinder to said struts, and a hoist mounted upon said tension members and movable therealong from the front struts to in proximity to the. front of the engine cylinder, said tension members forming Ways for the hoist.

l1. The combination, with an engine frame and cylinder and cylindei` head, of a valve gear bracket secured to said engine frame and located in proximity to said cylinder head, but entirely disconnected from the cylinder head.

l2. An engine frame comprising in an integralstructure a frame and engine cylinder, said cylinder having a rear fave adapted for the reception of a separate cylinder head, said frame having, projecting from its rear, a boss, adapted for the reception of a part to be attached to said frame, the end face of such boss being flush with the end face of the cylinder.

In testimony whereof I have signed this specification in the presence of two subscribing Witnesses.

LEON WYGODSKY.

Witnesses:

H. M. MARBLE, PAUL H. FRANKE.

Copies of this patent may be obtained for ve cents each, by addressing the Commissioner of Patents, Washington, D. C. 

